CONTACT - Guernsey Chamber of Commerce

made. the previous debates on
runway extensions were largely
founded on the trend toward larger
aircraft and a lack of planes capable
of operating on shorter runways
like the one at Guernsey airport.
However the marketplace for regional
aircraft has changed considerably,
and the types that operate into the
island today are now seen as being
long-term viable fleets. they should
continue to support our operation
for the foreseeable future, but if that
changes we still have the option of
extending the runway at a later date.
Why then is the work going
to cost so much?
the cost simply reflects how
wide-ranging and complex the
project is. it includes levelling and
resurfacing the existing runway,
which was last carried out in 1974.
the concrete ‘apron’ areas on the
airside of the terminal building and
the airfield ground lighting are also
being replaced, and an entirely new
drainage system will be installed.
the taxiways also require overlaying,
and some levelling and realignment.
plus the majority of this work will
be carried out overnight, so that
the airport can remain operational
during the day, which adds to
the complexity and the cost.
the budget approved by the States
last year was £81m. to put that figure
into context, the York aviation report
highlighted the economic importance
of the airport to the island. that
includes nearly 650 jobs and more
£31m. a year in direct contribution
to the economy. However it
concluded that the main benefit
was not this direct contribution,
but the connections that the airport
provides and the value of these for
business, tourism, and leisure.
You also have to consider this
as an investment which will equip
the current airfield to serve the
island for the next 30 years.
What is the next stage for the
Airport 2040 project?
tenders for the work are due back at
the end of october and we will then
enter a period of tender evaluation.
this is the point at which we can
consider suggestions from contractors
that might lead to greater efficiencies
in undertaking the work, which of
course will help reduce the cost and
the inevitable disruption that any
airfield civil construction project
creates. the next stage from there
is to appoint a preferred contractor
and then work through those ideas
in greater detail. the last stage
then is to return to the States for
approvals to proceed early next
year and then our contractor can
commence formal mobilisation.
Can you tell us more about the
Emas system and why it’s being
proposed as an alternative to
extending the airport boundaries?
eMaS is a product used primarily in
the United States. it is soft material,
which is laid at the end of the runway
safety area to stop any aircraft running
off the end. it is designed to crush
under the weight of an aircraft and
that action slows the aircraft down
more rapidly than if it was travelling
over grass. However its use at civil
aviation authority (caa) aerodromes
in the UK (Guernsey is audited and
licensed according to caa standards)
is only just being considered. the
caa has recently issued broad policy
guidance on its use, but the precise
details on how and where it can be
used remain uncertain until detailed
implementation and design advice is
issued. However the advice we have
received on what the caa guidance
is likely to state - and on reading
the broad parameters contained
in the recent policy statement - it
is highly unlikely eMaS could
be used in such a way that could
prevent an extension to the current
airport boundary. even if it could,
the cost would substantially higher
than using the land that we have
available to us, which although it
will no longer be fields it will still
remain a grassed area. at the time of
the last States debate the costs were
estimated to be at least £10m. more
than the option which was approved
and is currently being tendered.
Where do you stand on making
greater use of Jersey airport? Is
there an opportunity for Guernsey
to collaborate more effectively with
the facilities and routes available
through Jersey’s airport? Do we
really need two internationally
capable airports 25 miles apart?
We already enjoy a good level of
operational co-operation with Jersey
– we share a common Director of
civil aviation for example, together
with a number of resources. the
question of whether both islands
require internationally capable
airports essentially strikes at the
core of the islands’ competitive
markets. Whether it be finance,
tourism or other industries, both
Guernsey and Jersey tend to compete
for similar business and direct
air connections are seen as being
an important element for each
island’s economic development.
Commerce & Employment
believes Guernsey Airport is a
strategic asset but can you ever
see it in private ownership?
that would have to be a political
decision for the States. certainly
there are now very few UK
aerodromes in public ownership.
Some of our major customers have
clearly said they believe the airport
would be better placed to meet
their needs if it could be operated
more like a commercial business.
However any such move would
need to recognise the strategic ➜
www.guernseychamber.com | OCTOBER/NOVEMBER 2010 | CONTACT | 47